On March 29, 2025, a Standard Xiaomi SU7 crashed into a concrete barrier in a construction-zone lane diversion on the Chi-Qi section of China’s Dezhou-Shangrao Expressway in Anhui. Three female university students died after the vehicle caught fire. Xiaomi said NOA assistance was active, and the last confirmed pre-impact speed was about 97 km/h.
The detailed pre-impact sequence comes from Xiaomi’s April 1, 2025 company statement, which the company said was based on vehicle data submitted to police. As of the research available through August 13, 2026, no final public police responsibility determination or definitive forensic report located in the reviewed sources establishes why the crash and fire became fatal.
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Key takeaways
- The crash occurred at approximately 22:44 on March 29, 2025, on the Chi-Qi section of the Dezhou-Shangrao Expressway in Anhui, China, according to Xiaomi’s public statement.
- Xiaomi said the Standard-version SU7 was traveling at 116 km/h with NOA driver assistance active when the vehicle encountered a construction-zone lane diversion.
- Xiaomi said NOA detected an obstacle, issued a warning, and began slowing before the driver took control, continued braking and steering, and struck a concrete barrier at approximately 97 km/h.
- Three female university students died after the SU7 collided with the barrier and caught fire, according to contemporaneous reports.
- Xiaomi representatives said the SU7 had mechanical emergency-release handles on all four doors, but the sources reviewed did not establish whether door operation contributed to the deaths.
- On September 19, 2025, China’s market regulator announced a recall of 116,887 SU7 Standard vehicles over a potential L2-assistance problem in certain extreme scenarios; the recall did not itself establish that the defect caused this crash.
What happened in the Fatal Xiaomi SU7 crash kills three case?
The collision involved a Standard-version Xiaomi SU7 traveling through a temporary road arrangement on the Chi-Qi section of the Dezhou-Shangrao Expressway in Anhui. Construction or repair work had closed the vehicle’s lane, and traffic had been diverted into the opposite lane. The vehicle then encountered a concrete barrier post, crashed, and caught fire.
Xiaomi’s April 1, 2025 statement said the vehicle was traveling at 116 km/h with NOA intelligent driver assistance active before the crash. Xiaomi said the system detected an obstacle, warned the driver, and began slowing. Xiaomi’s account says the driver subsequently entered manual-driving mode, continued braking and steering, and the last speed the system could confirm before impact was approximately 97 km/h.
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People’s Daily Online reported that three female university students died after the crash. Contemporaneous automotive reporting also described a post-collision fire. The available research did not locate an authoritative, complete public record suitable for expanding on the victims’ personal identities.
What is the confirmed crash timeline?
The public timeline combines Xiaomi’s company account, contemporaneous reporting, and the later regulatory record. The pre-impact sequence is not an independent final accident finding; it is Xiaomi’s preliminary account based on vehicle data and system-operation information submitted to police.
| Date or time | Event | What the source establishes |
|---|---|---|
| March 29, 2025, approximately 22:44 | A Standard Xiaomi SU7 crashed on the Chi-Qi section of the Dezhou-Shangrao Expressway in Anhui. | Xiaomi publicly identified the time, vehicle version, and location in its April 1 statement. |
| Before impact | The vehicle was traveling at 116 km/h with NOA active, according to Xiaomi. | This is Xiaomi’s account of the vehicle data, not a final independent finding. |
| During the approach | The road was under construction or repair, barriers closed the lane, and traffic was diverted into the opposite lane. | Xiaomi described the temporary road arrangement as part of the collision sequence. |
| Immediately before impact | The vehicle detected an obstacle, warned the driver, and began slowing. The driver then took control, continued braking and steering, and the last confirmed speed was approximately 97 km/h. | This sequence comes from Xiaomi’s statement and vehicle data. |
| After the collision | The SU7 struck a concrete barrier post and caught fire. Three female university students died. | Company and contemporaneous media reports support the collision, fire, and fatalities. |
| March 31, 2025 | Xiaomi said it submitted the vehicle data and system-operation information in its possession to police. | Xiaomi said the submission occurred on the night of March 31, before its public acknowledgment. |
| April 1, 2025 | Xiaomi acknowledged the accident, expressed regret, and said police had taken over the investigation. | Xiaomi also said a special team went to Tongling to assist with evidence collection. |
| September 19, 2025 | China’s State Administration for Market Regulation announced a recall affecting SU7 Standard vehicles. | The recall concerned possible shortcomings in recognizing, warning about, or handling certain extreme and special scenarios while L2 highway navigation assistance was active. |
What did Xiaomi say happened before impact?
Xiaomi said the SU7’s NOA assistance was active at 116 km/h, detected an obstacle in the temporary road layout, issued a warning, and began slowing before the driver took control. Xiaomi presented that sequence as a preliminary account based on vehicle data, not as a final determination of responsibility.
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“2025年3月29日22时44分,一辆小米SU7标准版在德上高速公路池祁段行驶过程中遭遇严重交通事故。我们对此深感痛惜。”
Translation: “At 22:44 on March 29, 2025, a Xiaomi SU7 Standard encountered a serious traffic accident while traveling on the Chi-Qi section of the Dezhou-Shangrao Expressway. We are deeply saddened by this.”
“据初步了解,事故发生前车辆处于NOA智能辅助驾驶状态,以116km/h时速持续行驶。”
Translation: “According to our preliminary understanding, before the accident the vehicle was in NOA intelligent driver-assistance mode and was traveling continuously at 116 km/h.”
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Translation: “After detecting the obstacle, the vehicle issued a warning and began to slow down. The driver then took over, entered manual-driving mode, continued slowing and steered the vehicle, after which it collided with a concrete barrier post; the last speed the system could confirm before the collision was approximately 97 km/h.”
“我们将继续全力配合警方工作,并严格遵循调查结果,确保事件处理公开透明。”
Translation: “We will continue to fully cooperate with the police and strictly follow the investigation results to ensure that the handling of the incident is open and transparent.”
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The wording matters. Xiaomi’s statement identifies what the company said its vehicle data showed, but the statement does not independently assign legal or technical responsibility to NOA, the driver, the roadworks, the barrier, the vehicle, or the battery.
Did the Xiaomi SU7’s self-driving system fail?
The available evidence does not establish that the Xiaomi SU7’s NOA system failed or caused the crash. The better-supported description is that the crash occurred while NOA driver assistance was active, and Xiaomi said the system detected an obstacle, warned the driver, and began slowing before the driver took control.
NOA should be described as assisted driving or driver assistance rather than unqualified self-driving or autonomous driving. The later regulator notice specifically referred to an L2 highway navigation-assistance function and warned that the driver might need to intervene when the system encountered certain extreme or special situations.
| Question | Publicly supported answer | What remains unproven |
|---|---|---|
| Was NOA active? | Xiaomi said NOA was active before the crash. | The public record reviewed does not include an independent final reconstruction confirming every system state. |
| Did the vehicle detect an obstacle? | Xiaomi said the vehicle detected an obstacle, warned the driver, and began slowing. | The public record does not independently establish the sensor conditions or the precise obstacle-detection performance. |
| Did the driver intervene? | Xiaomi said the driver took control, entered manual-driving mode, continued braking, and steered. | The reviewed sources do not provide a final police or forensic reconstruction of the driver’s inputs. |
| Did NOA cause the crash? | No final public finding located in this research establishes that conclusion. | The roles of assistance behavior, driver response, roadworks, barrier placement, vehicle design, and fire survivability remain unresolved. |
Market reaction should also be kept separate from accident causation. Bloomberg reported a sharp fall in Xiaomi shares as the fatal crash intensified scrutiny of assisted-driving systems, but a share-price movement is not evidence that software caused the collision.
Where did the crash happen and how did the road layout matter?
The crash happened on the Chi-Qi section of the Dezhou-Shangrao Expressway in Anhui, China, where road construction or repair had closed the vehicle’s lane and diverted traffic into the opposite lane. Xiaomi’s account says the SU7 encountered an obstacle in that temporary arrangement before striking a concrete barrier post.
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The road layout is an important part of the factual sequence, but it does not by itself establish that construction management caused the crash. The sources reviewed do not provide a final public allocation of responsibility for the diversion, barrier, driver response, or driver-assistance system.
Could the Xiaomi SU7 doors be opened after the crash?
The sources reviewed do not establish whether the occupants could operate the SU7’s doors at the moment of escape or whether door operation contributed to the deaths. Public discussion raised claims that the doors were locked or difficult to open after power loss, while Xiaomi representatives said all four doors had mechanical emergency-release handles in the storage-compartment area of each door panel.
Those are different claims. Xiaomi’s statement supports reporting the existence and stated location of mechanical releases; it does not prove that the releases remained accessible or usable after this particular collision and fire. The research did not locate a final public forensic finding addressing door functionality, occupant attempts to escape, power loss, impact damage, or the contribution of door operation to the fatalities.
Accordingly, “the doors were locked” and “the doors worked normally” are both too definitive for the public evidence currently identified.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Did Xiaomi recall the SU7 after the fatal crash?
Yes. On September 19, 2025, China’s State Administration for Market Regulation announced a recall covering 116,887 Xiaomi SU7 Standard vehicles produced from February 6, 2024, through August 30, 2025. The regulator described a potential insufficiency in recognizing, warning about, or handling certain extreme and special scenarios when L2 highway navigation assistance was active.
According to the SAMR recall notice dated September 19, 2025, the problem could increase collision risk if the driver did not intervene in time. Xiaomi’s stated remedy was a free over-the-air software upgrade.
| Point of comparison | March 29 crash | September 19 recall |
|---|---|---|
| Scope | One Standard SU7 involved in a fatal collision. | 116,887 SU7 Standard vehicles. |
| Vehicle production period | The individual vehicle’s production date was not established in the reviewed sources. | Vehicles produced from February 6, 2024, through August 30, 2025. |
| Driver-assistance context | Xiaomi said NOA was active at 116 km/h before the vehicle responded to an obstacle. | SAMR identified certain extreme and special scenarios involving L2 highway navigation assistance. |
| Remedy | Police investigation and evidence collection were reported; no crash-specific remedy was established in the reviewed sources. | Free OTA software upgrade. |
| Causation | No final public police or forensic responsibility finding was located. | The recall notice did not state that the recalled condition caused the March 29 crash. |
The recall makes the crash more significant because it shows that regulators later identified a broader potential safety issue in a related assisted-driving function. The recall alone does not prove that the issue was present in this vehicle, active in this incident, or responsible for the deaths.
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What did Xiaomi do after the accident?
Xiaomi publicly acknowledged the accident on April 1, 2025, and expressed deep regret. Xiaomi said the registered owner was not driving, that the company contacted the owner, attempted to contact occupants through the vehicle’s emergency system, notified police, and called emergency medical services.
Xiaomi also said police had taken over the investigation, that a special team had gone to Tongling to assist with evidence collection, and that the company had submitted its available vehicle data and system-operation information to police on the night of March 31. These statements describe Xiaomi’s reported response; they do not replace the police investigation or a forensic report.
What is still unknown about the Xiaomi SU7 crash?
The central unresolved issue is final causation. As of the research available through August 13, 2026, the reviewed sources did not locate a publicly accessible final police accident-responsibility determination or definitive forensic report establishing the exact fire mechanism, the doors’ functionality at the moment of escape, or legal causation.
| Issue | What can be reported | What should not be stated as fact |
|---|---|---|
| NOA and software | NOA was reportedly active, and Xiaomi said the system detected an obstacle and began slowing. | That NOA definitely failed or caused the crash. |
| Driver response | Xiaomi said the driver took control, braked, and steered. | That driver error was the established cause. |
| Construction zone | The vehicle entered a temporary lane arrangement with barriers and a diversion. | That the construction setup was legally or technically responsible. |
| Fire | The vehicle caught fire after the collision. | That a battery defect caused the fire without a definitive forensic finding. |
| Doors and escape | Xiaomi said mechanical emergency releases were fitted to all four doors. | That the doors were locked, that they operated normally, or that door access caused the fatalities. |
| Recall | SAMR later recalled 116,887 SU7 Standard vehicles for a potential extreme-scenario assistance deficiency. | That the recall notice proved the recalled condition caused this specific crash. |
What should EV occupants know about emergency egress?
Vehicle-specific emergency-release instructions should be learned before an emergency from the owner’s manual and the manufacturer’s rescue documentation. The National Highway Traffic Safety Administration’s emergency-response guide collection explains that manufacturers provide responders with vehicle-specific information covering hazards such as fire, submersion, leakage, towing, storage, and vehicle construction.
NHTSA has also published interpretation material concerning emergency window-breaker devices and emergency egress mechanisms. That material is not an endorsement of a particular consumer product and should not be treated as evidence that a generic tool would have prevented or changed the Xiaomi crash.
Bottom line
The best-supported account is that a Standard Xiaomi SU7 crashed in a construction-zone diversion on March 29, 2025, while Xiaomi said NOA assistance was active. Xiaomi said the system detected an obstacle and began slowing before the driver took control; the vehicle then hit a concrete barrier at approximately 97 km/h and caught fire, killing three university students. A later recall is important regulatory context, but no final public finding located in this research proves that NOA, a door problem, a battery defect, the roadworks, or driver error caused the deaths.
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The Bottom Line
Bottom line: The fatal crash occurred while NOA assistance was active, but the available public record does not establish that NOA caused it or that the later recall was crash-specific. Xiaomi’s account, the fatalities, the fire, the door controversy, and the September 2025 recall should be reported separately from any final finding of responsibility.
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